(IVAR) - Final Report - Strategic Environmental Research and ...

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DRP source data from all three radars. Our interest in plots was its ability to first detect tightly circling raptors, an activity pattern not always discernable with the tracking algorithms that had a tendency to produce more reliable tracks when targets moved in a more predictable less circuitous flight pattern Technology Implementation 2. Provide a brief summary of how this technology was implemented at your airport Avian radar systems were installed and implemented at SEA to provide what we believed was a reasonable level of observational coverage for detecting most bird activity on and near SEA. Port and the USDA wildlife biologists critically evaluated this technology to gain a better understanding of how avian radars might affect our real-time situational awareness of airport wildlife hazards and our ability to respond to them more rapidly than we normally could without radar to provide us with bird movement information. Although two observers in one vehicle was atypical for normal operations on the airfield, this was done to better explore the range of technological benefits the radars might provide and to maintain a high level of safety while driving on the airfield. From 15-17 June a total of 10 hours, during 7 sessions, were expended actively watching the remote DRP display. Evaluations of the Accipiter AR1 radar were made predominantly using three methods: Early Notification – As near real-time “bird” tracks were viewed remotely on the DRP display, we drove to the geographic location of those detections to determine if birds were still present. If present, we determined if the bird activity was sufficiently hazardous for control actions to be taken. The automated sense and alert capabilities of the DRP software and Accipiter’s Track Viewer software are currently undergoing further evaluation and were not part of this survey. Observational Confirmation – After areas of high bird use were visually ascertained we drove the vehicle to that location and parked. Additional visual observations of birds were compared with the real-time plots and tracks information for comparison and potential confirmation. Display Latency Determination – To better interpret the meaning of “real-time” radar information shown on the remote displays and understand its usefulness for airport utility, we conducted several trials to determine display latency. The DRP initially displays targets as plots (green unfilled circles). Once confirmed, these detections are displayed as tracks (red solid rectangles with a directional pointer). The DRP has the beneficial feature of displaying up to 120 of the previous tracks and plots, detections that slowly faded and darken with time. While the GEC is currently not designed to display plots or historic detections in the real-time display mode, it has the advantage of displaying tracks in three colors, one for each radar, and the ability to rapidly playback the tracks from the previous hour. Multiple trials were conducted to measure and compare radar display latency values for both the DRP and GEC displays under two scenarios that might reflect typical bird behavior: (1) landing and takeoff activity and (2) “fly passing” behavior where the bird flies over the airfield in a more consistent direction and rate of speed. Our vehicle was 348
used as the real-time target because it was readily tracked on both displays. For the landing/taking off activity, elapsed time was measured to determine the lag expressed between when the vehicle quickly went from a stationary position to 10 m/s and again from that speed to stopping rapidly. The fly passing trail was conducted by measuring the time from when the vehicle traveling at 10 m/s actually passed a known point in the airfield compared the time the vehicle track was displayed in the same location on the remote DRP display. 3. Provide a brief summary of the present level of technology integration with ongoing wildlife management programs at your airport. Since August 2007, daily access to the radar historic data and the live radar display at SEA has been limited to our use, a Port and a USDA wildlife biologist. The archived data has been used to successfully quantify starling behavior, identify roost locations, and to test for differences in bird use between new stormwater detention ponds and other locations already managed using approved airport wildlife hazard mitigation protocols. In December 2009, remote access to the avian radar display from our airport operation’s vehicle became available via a laptop computer with a wireless connection. Other airport operation’s personnel are aware of the radar’s presence and purpose on the airfield but do not currently make use of the real-time radar displays in their daily duties. 4. Provide a brief summary of your use of this technology in normal wildlife management activities. Until recently, the real-time avian radar track and plot information was not being used as part of the typical wildlife hazard management activities. To date the primary use of the avian radar at SEA has been the evaluation of archived data over for the purpose of identifying trends and making predictions about wildlife activity on the airfield both geographically and temporally. Early Notification - We primarily utilized the DRP display for 8 of the 10 hours and experienced one instance out of 10 where we felt confident we were responding to the same birds first detected by the radar. Known complicating factors in the other 9 instances include the realization that small nonhazardous birds such as sparrows are also visible to the radar even though our search for wildlife hazards rarely included them unless their numbers were sufficiently large to be a potential aviation threat and worthy of a employing harassment measures. Additionally, there was no way of confirming whether the bird(s) detected by the radar, often a mile or more from our original position, were still present after we arrived. Further complicating this critique was the low number of hazardous bird events documented during our short evaluation period that occurred over three days. Observational Confirmation – Much of the effort expended to complete this survey was from a parked or slowly moving vehicle with the USDA Biologist watching the radar display and assisting the Port Biologist (driver) look for hazardous wildlife species on and near the airfield. On at least two instances we confirmed the radar was tracking a flock of 300 to 400 starlings that we first observed visually. In several other situations, where we visually tracked less hazardous aggregations of birds such as several crows or a 349
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FINAL REPORT Integration and Valida
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Table of Contents List of Tables ..
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APPENDIX A. POINTS OF CONTACT .....
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Table 6-17. Altitudinal distributio
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List of Figures Figure 2-1. Chronol
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Figure 6-17. Plot of the northing c
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Figure 6-42. eBirdRad display based
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Figure 6-82. Hourly track count ove
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Figure 6-115: COP display showing f
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List of Acronyms Acronym AGL AIP AR
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Acronym RST RT SEA SQL SSC Pacific
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Carmen Lombardo Naval Air Station,
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EXECUTIVE SUMMARY Military bases an
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database and redistributed to other
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1 INTRODUCTION 1.1 BACKGROUND Encro
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A seventh objective, the Functional
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Table 1-1 (cont.). IVAR TASK/ OBJEC
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environmental stewardship with miss
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2 TECHNOLOGY/METHODOLOGY DESCRIPTIO
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The original BirdRad system was des
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2.4 TECHNOLOGY/METHODOLOGY DEVELOPM
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Figure 2-2. Configuration of BirdRa
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2.4.3 eBirdRad - Digital Radars wit
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Figure 2-5. Interior view of the eB
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accuracy and target continuity over
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permanently installed at SEA. Prior
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2.5 ADVANTAGES AND LIMITATIONS OF T
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3 PERFORMANCE OBJECTIVES Table 3-1
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Table 3-1 (cont.). Performance Obje
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For the third test, Validation Usin
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temporal domain by recording all bi
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3.1.2.2.7 Provides Bird Abundance o
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difference in the time (i.e., the l
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3.1.6.2.4 Maintenance [SE4.2] We es
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Table 4-1. Summary of the IVAR stud
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4.1 MCAS CHERRY POINT Marine Corps
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2006 the primary eBirdRad unit from
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(directional WiFi) to the Internet.
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• Large (several thousand) flocks
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location for demonstrating the capa
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5.1 CONCEPTUAL TEST DESIGN 5 TEST D
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5.3 DESIGN AND LAYOUT OF TECHNOLOGY
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Assuming these lines evidence confi
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that dataset [Section 6.5.1.3]. 5.5
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6 PERFORMANCE ASSESSMENT The Perfor
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ecord the time, Track ID, and other
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Figure 6-1. Percentage of targets c
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Comparing the performance of dish v
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Figure 6-4. The basic sensor elemen
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Figure 6-6. The polygon around the
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Figure 6-8. Diagram of sampling “
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• It takes several scans (nominal
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Session Correla tions 600 500 y = 1
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To evaluate the capabilities of the
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Figure 6-15. Runway 3 at SEA, showi
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comparisons between the RCH-GPS dat
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Figure 6-18. Plot of the northing c
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Figure 6-20. Plot of the easting co
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Conclusion In the quantitative perf
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Table 6-8. Column headings of the T
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Table 6-9 demonstrates quantitative
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Table 6-10. The parameters of targe
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Table 6-11. The position of Visual
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Table 6-12. Solitary targets at MCA
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Figure 6-23. The track of target T2
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intended to demonstrate these syste
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Figure 6-34. Screen capture of bird
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6.1.2 Qualitative Performance Crite
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upper right have completely converg
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Figure 6-38. The progression of the
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The slight difference in alignment
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Figure 6-42. eBirdRad display based
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Figure 6-44. A partial history of t
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6.2 SAMPLING PROTOCOL 6.2.1 Quantit
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Figure 6-46. Image from the track h
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Table 6-14. Dates, times and names
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Figure 6-48. Fifteen-minute (06:04-
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Figure 6-50. Fifteen-minute (02:24-
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We used a TVW to process the plots
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Figure 6-53. In an example of night
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6.2.1.4 Efficiently Stores Bird Tra
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Figure 6-56 shows sites 13-24 in th
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We extracted the radar data for thi
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Figure 6-57. Digital image of the d
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Table 6-17. Altitudinal distributio
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hours apart, showed considerable va
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• The sampling event time period
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underwent a 4-minute initialization
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Figure 6-62. DRP Live application l
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commands we issued to the radar; th
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4. Range Decrease (x7) 5. Range Inc
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Figure 6-65, Figure 6-66, and Figur
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6.2.2.4 Provides Spatial Distributi
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Figure 6-69. A plot of all track ac
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Figure 6-71. Twelve 2-hour historie
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Figure 6-72. TVW application displa
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Conclusion Figure 6-74. Oblique vie
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Archived Data to a GIS We used the
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(SQL). Extracting target data from
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Figure 6-78. Daily, unfiltered, tra
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Figure 6-79. Time periods selected
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Figure 6-82. Hourly track count ove
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esults are displayed in Figure 6-83
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As can be seen in Figure 6-83, the
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Figure 6-84 clearly demonstrates th
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Conclusion We have successfully dem
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LAN within a facility to the operat
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All reference times were recorded i
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Description of Remote Display - As
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mounted laptop computer (Figure 6-8
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very good because the system was sa
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operations personnel or their contr
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Figure 6-90. Alarm status pane and
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Figure 6-92. Alarm triggered as a f
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Figure 6-95. Screen capture of the
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Figure 6-96. An example from a data
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Table 6-29. Differences found betwe
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6.4 DATA INTEGRATION 6.4.1 Quantita
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Figure 6-100. Screen captures for S
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We used a screen-capture program at
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Results Table 6-32 records the time
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We acquired the appropriate plots a
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Figure 6-105. Track histories of ta
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synchronized, both spatially and te
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0.004687 seconds ahead of the NTP t
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Figure 6-108: COP display showing f
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Figure 6-110: TVW display showing t
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The next example from NASWI involve
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Figure 6-114: TVW display showing t
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Figure 6-116: COP display showing a
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Fusion processing was enabled in th
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processing associated with this dat
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Figure 6-122: Track IDs shown for b
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Conclusion We successfully demonstr
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Of course, many other factors contr
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one, Jim Swift, had been exposed to
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Methods The US military 27 designat
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Natural R.esoan:es Br.mch 22541Jolm
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Given these considerations, the IVA
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Results No maintenance was required
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acquired and is testing JRC S-band
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areas of overlap. Data fusion algor
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6.8 FUNCTIONAL REQUIREMENTS AND PER
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Table 7-1. Cost Model for a Standal
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additional processors account of th
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Installation Site Assessment - Rada
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e incurred, depending on what infor
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eal time, avian radars and can dete
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Network Connectivity. The US Depart
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Airport Improvement Program (AIP) f
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9 REFERENCES Anderson, C., and S. O
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APPENDIX A. POINTS OF CONTACT POINT
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POINT OF CONTACT Name Ryan King Mat
Page 321 and 322: APPENDIX B. ANALYTICAL METHODS SUPP
Page 323 and 324: METHOD #2: VALIDATION BY IMAGE COMP
Page 325 and 326: The pattern of yellows and blues in
Page 327 and 328: Radar Team (RT) Site Selection Sinc
Page 329 and 330: will measured the magnetic bearing
Page 331 and 332: Figure B-6. Using a GPS to record s
Page 333 and 334: • Visual Observer - observes bird
Page 335 and 336: Figure B-9. Flowchart of target con
Page 337 and 338: VT: “Radar, Team 2-Alpha copies T
Page 339 and 340: eam and the VTs have difficulty loc
Page 341 and 342: why it was changed, who made the ch
Page 343 and 344: METHOD #4: CONFIRMATION OF BIRD TAR
Page 345 and 346: Figure B-12. Duplexed image showing
Page 347 and 348: Table B-2. Dates, times, and antenn
Page 349 and 350: For the analysis of the simultaneou
Page 351 and 352: Table B-3. Altitude of the radar be
Page 353 and 354: Figure B-17. Diagram of sampling
Page 355 and 356: METHOD #6: DEMONSTRATING REAL-TIME
Page 357 and 358: APPENDIX C. DATA QUALITY ASSURANCE/
Page 359 and 360: APPENDIX D. SUPPORTING DATA D.1 Par
Page 361 and 362: Table D-1 (cont.). Date Track ID Up
Page 367 and 368: D.2 Listing of One-Hour Track Histo
Page 369 and 370: Table D-2 (cont.). 07:00-08:00 WI_A
Page 371: APPENDIX E. SURVEY OF AIRPORT PERSO
Page 375 and 376: Table E-1. Remote radar display lat
Page 377: 7. Please rate the following where
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